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DREARY 


IVERSITY DE TA (NOES 


AN ADDRESS 


By L. F. LOREE, 


President, The Delaware and Hudson Company, 


at the 


Christening of D. & H. Locomotive “1400,” 


The Horatio Allen 
ats Golanie; Nay 


December 4, 1924 


4 50340 


[an Yuen in 


AVARHU 


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Peet OFT Lae hy OREE, PRESIDENT, “TOE 
PEA WARE “AND HUDSON COMPANY, AT 
Pils Di UN Gare nee Lyn See tle  OGO= 
DEIN ES 1400 7 COLONTE SN 2 Y., 
DECEMBER 4, 1924 


HIS occasion invites attention to a marked contrast in 
: the element of time. While the business of steam trans- 
portation is one of hazard, it is also one that appeals especially 
to men of active temperament and physical vigor. It is a 
pleasure to have here with us today men who had been on 
the payrolls of this Company for more than fifty years before 
retiring from active service to continue their relations as 
pensioners. On the other hand, we are faced with the start- 
ling youth of the industry itself when we realize that Horatio 
Allen came to this service in adult life with a training and 
an education that marked him among his fellows, and that 
today our ceremonies have been graced by Horatio Allen’s 
granddaughter. A span of three generations embraces the 
entire history of steam transportation. 

When, more than a century past, The Delaware and 
Hudson Company secured its charter, a contest was arising 
between the rope haulage system of transportation and the 
independent unit system of transportation, and since that 
time the advantage has fluctuated, now with one and now 
with the other. 

When the Company built its railroad from Carbondale 
over the Moosic Mountains to Honesdale, it used the rope 
haulage system on its twelve inclined planes. Over the 
so-called levels between. the planes it moved its cars by a 
unit system; namely, horses, and, on descending grades of 
from 44 to /2%4 feet per mile, by gravity. 

At that time the steam locomotive was just being devel- 
oped. On the recommendation of its Chief Engineer, Mr. 
John B. Jervis, the Company, with great courage, decided 


1 


to test out that system of unit haulage. Mr. Horatio Allen, 
one of its engineers, was commissioned to go to England and 
contract for four locomotives. All of these were subsequently 
delivered on the Company’s wharves at Kingston on the 
Hudson—one from the works of Robert Stephenson & Com- 
pany, Newcastle, a company still in the business of manu- 
facturing locomotives; the other three from the works of 
Foster, Rastrick & Company, of Stourbridge. One of these 
latter, the “Stourbridge Lion,” was set up at Honesdale, and 
on the 8th of August, 1829, nearly two months before the 
celebrated Rainhill contest, was operated by Mr. Horatio 
Allen, to whose name, character and professional ability 
we today do honor. 


The Liverpool and Manchester Railway early in 1829 
employed Mr. James Walker of Limehouse, a distinguished 
engineer, and Mr. J. U. Rastrick of Stourbridge, a locomotive 
builder, to report on the respective merits: of the locomotive 
engine and fixed engine. Their report was generally, though 
not very decidedly, in favor of the rope haulage system. It 
was with a view to meeting the wishes of George Stephenson, 
their Chief Engineer, and to give the locomotive one more 
chance, so to speak, that the Company resolved to invite a 
competition for a prize of £500. The conditions were adver- 
tised in April, 1829, the trial taking place in October; 1829: 
It was, as is well known, won by the “Rocket,” the nineteenth 
locomotive built by the firm of Robert Stephenson & Com- 
pany. The name “Rocket,” by the way, grew out of a 
lawyer’s sarcastic remark that “People would as soon mount 
one of Colonel Congreve’s rockets as one of these railway 
coaches.” George Stephenson was not the man to dodge 
anyone’s attack. 7 


The success of the “Rocket” was due to the combination 
of the tubular boiler, suggested by Henry Booth, and an 
improved and suitably proportion blast pipe, first used by 
Richard Trevithick in his original locomotive which had its 
first trial on Christmas Eve, 1801. The success of the 


2 


“Rocket” at Rainhill led to the rapid introduction of the unit 
system of haulage in all parts of the world, and it remains 
today the outstanding instrument of transportation. 

siissismiiot. the place: to recount the service of:steam 
railways to mankind. It is enough to suggest that they were 
the indispensable condition of the abolition of slavery and 
equally the means by which famines have been abolished. 
They made of a primitive agriculture a world commerce, 
they broadened in every way the comfort and security of 
life. They have made the civilized lands the mother countries 
of the world. 

On July 27th, 1884, electricity was applied in the move- 
ment of street cars at Cleveland, Ohio, and came rapidly into 
lise, Lis is, in essence, a rope haulage system. There cis 
the great central power station; the dynamo, standing for 
the winding drum; and the trolley wire providing the circuit 
for the electric current, attaching to which the vehicle is 
drawn along. This system was so superior that it drove the 
individual unit system—the horse-drawn car—out of service 
and completely supplanted it in city and interurban transit. 

About 1898, with the application of the internal com- 
bustion engine to road vehicles, there began the development 
of the automobile. In its turn this individual transportation 
unit, whether used as a pleasure car, as a motor bus, or as a 
motor truck, has rapidly driven interurban trolley lines and 
the city lines of meager traffic out of service, they being no 
longer able to preserve their financial solvency. 

There is the further possibility that even tomorrow a 
cheap, durable and fool-proof electric storage battery may be 
invented, enabling the use of its power by an independent 
unit in transportation, completing the discomfiture of the 
rope-haulage trolley car. 


While this contest may be expected to continue long 
in the future, perhaps usurping and stabilizing itself in 
restricted fields, the dominance in the larger aspect will 
depend largely upon the ability, genius, courage and tenacity 


3 


of the exponents of one or the other method of transportation. 
For myself, I have an abiding faith that for the main purposes 
of the railroad—the transportation over long distances of 
heavy articles—the unit system of transportation will be the 
dominant one. 

The engine which has today been christened the “Horatio 
Allen,” in honor of the man who ran the first locomotive on 
the Western Hemisphere, is a step in the direction of insur- 
ing this position. The familiar self-contained type of multi- 
tubular boiler for steam locomotives, in combination with the 
superheater, has been retained. Instead of the usual water 
leg firebox with its undesirable flat sheets, staybolts and 
sluggish circulation of water, the firebox of the “Horatio 
Allen” has been built up of self-supporting cylindrical struc- 
tures. These are in the form of drums and tubes disposed 
horizontally and disposed vertically, requiring no stays, which 
are directly exposed to the furnace heat and which not only 
“split up” the boiler water into small streams but also pro- 
vide for its rapid circulation, thereby enabling quick absorp- 
tion of heat and release of the steam bubbles. 

When water is burst into steam it expands to 1700 times 
its original volume. It is this high expansive force and the 
inverted ratio of its pressure to the space it occupies that is 
utilized in the locomotive engine. In working steam expan- 
sively the extent of the application depends mainly on the 
density and pressure of the steam drawn from the boiler. 

Liquid water, not under pressure, may be raised from 
melting to boiling point with no more than 180 units of heat, 
called “sensible heat.” But its peculiarity is that it cannot 
be made to burst into steam until 970 more additional heat 
units have been added. This is called “latent heat of evapora- 
tion,” and its production multiplies the cost almost 5% times. 

This is the great cost in producing steam, whether of 
high pressure or of no pressure at all; it requires”com- 
paratively little additional heat to generate steam under 
pressure. Thus, it takes about 1150 heat units to raise water 


4 


into steam at no pressure. But to raise it to 200 pounds 
pressure—which is now the general locomotive practice— 
requires only about 49 additional heat units. To further 
raise it to 350 pounds, and thus secure 75% more power, 
requires less than 7% additional heat units. It is this high 
pressure of 350 pounds that will be carried by the “Horatio 
Allen”; and it is the economy of producing additional power 
by raising the pressure of the steam that this locomotive 
will realize. 


To make this possible, the pressure-containing parts of 
the boiler, superheater, cylinders, piping and other connec- 
tions have been correspondingly strengthened. In fact, a 
higher factor of safety has been used than is ordinarily 
provided. 


In order to limit to the lowest terms the problems 
involved, we have taken the most popular of our Consolida- 
tion locomotives. We have made no material changes other 
than those indicated, except that the steam is used twice, 
1. €., it is expanded in the high pressure cylinder on the right 
side, then exhausted into a receiver, and expanded a second 
time in the low pressure cylinder on the left side, before it is 
exhausted into the stack. By this means the steam is more 
fully utilized before it leaves the cylinders. 


In the construction of this locomotive a small auxiliary 
engine, known as a “booster,” has been attached to the tender. 
This device enables great concentration of power in starting 
the train and in moving it over comparatively short stretches 
of heavy grade. It is hoped that the “Horatio Allen” will 
develop one-third more haulage capacity, with one-third less 
consumption of fuel and water, than the corresponding Con- 
solidation locomotive. If these results are realized they mark 
a substantial advance in the efficiency of the unit system of 
transportation. Notwithstanding the greater heat in the 
boiler, the precautions taken in lagging its back head will, 
we believe, reduce the temperature to which the engine crew 
is exposed, 


In the conditions of employment since the beginning of 
railroading, while the fireman has not been without benefit, 
there has, I think, inured to him a lesser proportion than to 
his associates. It is not the least of the merits of this design 
that for the same result his labor of coal handling will be | 
lessened by more than one-third. 


The “Horatio Allen” is today what the locomotive was 
when Zerah Colburn described it in the middle of the last 
century—a combination of three distinct arrangements. The 
source of power lies in the boiler and firebox; the cylinders, 
valves, pistons and the connections are the means by which 
the power is applied to produce motion within the machine; 
and the wheels, by means of their adhesion to the rails, enable 
the exertion of the tractive force, securing the locomotion of 
the machinery which impels them, and from their surplus 
power above what is necessary to move the locomotive alone, 
to haul also the great load behind it upon the rails. 


The “Horatio Allen” epitomizes the relations of the three 
elements of that industrial organization which distinguishes 
our civilization from all that have preceded it. There have 
been many definitions of truth. The one that seems to me 
most adequate is that “truth is things seen in relation.” Com- 
plex as are the relations of management, capital and labor in 
the wide expanse of industrial organization, I am confident 
that if we look steadily and clearly we can mark them out 
and define them. If we can see them, we shall see the truth 
-and the truth shall make us free. 

This locomotive is a creation of management. The con- 
ception of the plan is basic, fundamental; and it is the organ- 
ization, energy and direction of management that have given 
it effect. 


This locomotive is a depository of capital. It is a chore 
acteristic of wealth that its owners are in possession of real 
opportunities of consumption for speedy enjoyment, or of 
reservation for future enjoyment, or of employment for pur- 
poses of production. It is wealth that is reserved and applied 


6 


to production under the direction of management that is 
generally called Capital, and this reservation demands on 
the part of the owner great sacrifice and force of character. 

But this locomotive, the “Horatio Allen,” fine an example 
as it is of the art, striking as it is in its combination of man- 
agement and capital, is an inert thing except in the hands of 
labor—labor selected, trained and set into orderly array by 
management. He who looks with discerning eye to the con- 
tribution of labor, will fix his attention not on the output of 
physical energy, which in comparison with the power of this 
giant machine is but a feeble emanation, but rather on quali- 
ties far more ennobling—the complete discipline, the cheerful 
devotion to duty, the service carried on under every adverse 
circumstance, whether in wind and storms of rain and snow, 
in fog, in the blackness of night or the beauty of the day; the 
high intelligence brought to the safeguarding, as well as the 
handling, of the movements entrusted to its charge. 

It is the exercise of these and other lke qualities that 
have won for the locomotive crew the outstanding position 
they occupy in the unit transportation service. 


HORATIO ALLEN 


CHRISTENING OF D. & H. LOCOMOTIVE 14a. 


The Horatio Allen 


Sponsor, MRS. HARLESTON CORBETT LEWIS 
(Granddaughter of Horatio Allen) 


Colonie, N. Y., December 4, 1924 


Qe 


a 


HORA TI OVEN 


ORATIO ALLEN was born at Schenectady, New York, 

in 1802. He entered the service of The Delaware and 
Hudson Canal Company in 1825. He was selected by the 
Company as its agent to purchase locomotives and railroad 
iron in England, and in January, 1828, proceeded to that 
country to carry out his commission. He purchased four 
locomotives, one of which, “The Stourbridge Lion,” has 
become famous as being the first locomotive to run upon a 
railroad track in the Western Hemisphere. Mr. Allen at this 
time was but twenty-six years of age and his selection for 
this important undertaking indicates his unusual ability. 
After leaving the service of the Company he occupied many 
positions of prominence in the engineering world and died 


December 31, 1889, at the age of eighty-seven years. 


“The Stourbridge Lion” was built by Foster Rastrick & 
Co. of Stourbridge, England, and cost, delivered in New York 
City, $2,914.90. It was supported on four wheels of four feet 
diameter and carried a boiler four feet, two inches in diameter 
and ten and one-half feet long. In working order the loco- 


motive weighed about eight tons. 


elivemlion catrivedein New York, May 13; 1829, ‘and 
was shipped to Honesdale, Pa., by water, arriving at destina- 
tion the latter part of July. On August 8, 1829, with Horatio 
Allen as engineer, “The Lion” made its famous trial trip for 


a distance of about three miles from Honesdale and return. 


9 


THE HORATIO ALLEN 


HE Horatio Allen, designed by Mr. John E. Muhlield, 

Consulting Engineer of The Delaware and Hudson Co., 
was built at the Schenectady Works of The American Loco- 
motive Company in the year 1924. 

It has a combination water and fire tube boiler, having 
a working pressure of 350 pounds, some 150 pounds greater 
than the average American locomotive. It takes 1150qea 
units to raise water into steam at no pressure. To raise it 
to 200 pounds pressure—which is now the general locomotive 
practice—requires 49 additional heat units. To further raise 
it to 350 pounds, requires less than 7% additional heat units. 
Consequently, for this small amount of additional heat, 75% 
greater pressure is made available for power development. 
This is the basic principle governing the design of the boiler. 

Steam is’ taken into the high, pressure cylinder on the 
right side, exhausted into a receiver pipe going over the top 
of the smoke box and again used in the large cylinder on the 
left side, from which it is exhausted into the atmosphere, thus 
by the use of steam a second time effecting economy. 

This locomotive has developed in actual service 75,000 
pounds draw bar pull working compound, 95,000 pounds 
working simple and 105,000 pounds with booster cut in at 150 
pounds pressure. ‘This is the greatest draw bar pull exerted 
with a four coupled locomotive of which we have a record. 


10 


COMBARATIVE DATA 
(Actual and Calculated) 


The Stourbridge Lion The Horatio Allen 
Height to top of stack 15-0) en” 
,-wv  SEngine 29’ 0” 
Wheel Base  ~— (About) 4’6 Se Bet 6sr754” 
Wehiworkine order, 16000 Lbs. ae pees pee 
Cylinders Dia. 834”) SHigh Pressure 2314 x 30” 
Stroke 36”§ (Low Pressure 41 x 30” 
Drivers-Diameter 48” B7e 
(Compound 70300 Lbs. 
Tractive Power 1750-2000 Lbs. {Simple 84300 Lbs. 
(With Booster 19700 Lbs. added 
Heating Surface 68-75 Sq. Ft. a20od. Ht 
Water Capacity-Tender 100 Gals. 9000 Gals. 


iW ead WAS TOA SCS 


—Oo— 


Mr. L. F. LOREE 
President, The Delaware and Hudson Company 


Mime EVO EE 
Assistant Grand Chief Engineer, 
Brotherhood of Locomotive Engineers 


We Es OVS REAR seb) w) 
Consulting Engineer, The Delaware and Hudson Co. 


Mr. TIMOTHY SHEA 
Assistant President, 
Brotherhood of Locomotive Firemen and Enginemen 


Mi rome ae Gres ILENE 


Mechanical Engineer, American Locomotive Company 


Mr. A. G. PACK 
Chief Inspector, Bureau of Locomotive Inspection, 
Interstate Commerce Commission 


11 


